Automatic electric signaling device for railway switch systems.



No. 821,914. PATENTED MAYZQ, 1906.

D. C. WOLFE.

AUTOMATIC ELECTRIC SIGNALING DEVICE FOR RAILWAY SWITCH SYSTEMS. v

APPLICATION FILED AUG.9,1905.

2 SHEETS-1115 1.

v I 4 I 315 4:411 aHOPVlM/A! l Vi l'vl can 0 a 'Noj 821,914. PATENTED MAY 29, 19-06.

D. C. WOLFE.

- AUTOMATIC ELECTRIC SIGNALING DEVICE FOR RAILWAY SWITCH SYSTEMS.

APPLICATION FILED AUG. 9, 1905.

2 SHEETS-SHEET 2;

UNITED STATES PATENT. OFFICE.

DAVIDC. WOLFE, OF LYONS, KANSAS.

AUTOMATIC ELECTRIC SIGNALING DEVICE FOR RAILWAY SWITCH SYSTEMS.

Specification of Letters Patent.

Patented May. 29, 1906.

Application filed August 9, 1905. Serial No. 273,466-

To all whom it may concern.-

Be it known that I, DAVID C. WOLFE, a citi-- zen. of the United States, residing at Lyons, in

each other about four hundred feet.

invented certain new anduseful Improvements in Automatic Electric Signaling De-' vices for Railway Switch Systems, of which the following is a specification, reference being had to the accompanying drawings, in which Figure 1 is a plan view of a switch system provided with my signaling devices; Fig. 2, an enlarged detail plan view of one switch; Fig. 3, a detail transverse sectional view on the line III III of Fig. 2, and Fig. 4 a detail view of a locomotive fitted with my alarm mechanism.

One of the many objects of this invention is to provide a signaling system which will indicate to the engineer in the locomotivecab the condition of the railwa switches which he is approaching and whic are connected to the track on which his engine is moving.

A further object of the invention is to provide such a system which when a switch which the engine is approaching is 0 en an alarm device will be operated in the cab when the locomotive is a predetermined distance from the switch.

Other important objects and advantages of the invention will appear hereinafter.

This invention is adapted particularly for use in connection with the railway signaling system covered by my Patent N o. 7 91,972,

of June 6, 1905, the resent system being adapted to be operate by the alarm device and battery carried by the locomotive shown and described in my said patent.

Referring to the various parts by numerals, 1 designates the main track, and 2 the side tracks connected to said main track by means of switches in the usual manner.

In Fig. 1 a station is indicated and the switches are connected to the main track on both sides thereof to permit the side-tracking of trains bound in either direction. At one side of the track and parallel therewith a suitable distance from the switch most distant from the station are contact-rails 3 and 4. These rails are each preferably several hundred feet long and are separated from It will of course be understood that the rails may be of any desired length and may be separated from each other any. desired distance. A set of these rails is arranged at each side of the station and on opposite sides of the track beyOIig the1 outermost switch, as shown clearly in 1 Ad acent to each switch-point is located a contact device 5, which is adapted to be operated when the switch-point is thrown to its open position. The contact-rail 4 at the right-hand side of the station, as shown in Fig. 1, is electrically connected to the contact-rail 3 at the left-hand side of'the station by means of a wire 6, and the contact-rail 3 at the right-hand side in said figure is electrically connected to the contact-rail 4 at the left-hand side of said figure by means of wire 7. The wire 6 is electrically connected by wires 8 to the contact devices 5 adjacent to points 1 of the switches at the right-hand side of the station, and the wire 7 is similarly connected by wires 9 to the contact devices adjacent to the switch-points 2 at the leftlhi and side of the station, as shown clearly in The switch contact device consists of a suitable box or frame 10, properly supported between the rails and adjacentto the switchpoint. This box is preferably secured to the under side of a steel plate from which it is insulated, as at 10, and in it is mounted a sliding contact-bolt 11. Around this bolt is arranged a coil-spring 152, which engages said bolt and normally projects its free end beyond the casing. Secured to the switchpoint is a contact-point 12, which'is so ar-.

of one set of switches electrically connected to the contact-rails 4 by means of wires 6 and 8, the points of the other switches being connected to the other contact-rail 4 by means of wires 7 and 9.

The en ine is provided with alarm devices, such as t e electric bell 14, and with a huttery and a suitable switch. Mounted on the engine is a contact-wheel 15, which is uda )ted to ride on the contact-rails 3 and 4 am is electrically connected through the battery, bell, switch carried by the'engine. and to the ground through the engine-wheels and the rails. The switch-points are groumled, as at 16 in Fig. 1, and the track-rails are also grounded, as shown at 17 in Fig. l.

irough contact-wheel15, rail 4, wires 6 and.

8 to bolt 11, plate 12 -and its switchoint to the ground, thence through the tracn-rail to the engine-axle, and from thence through the alarm device to the battery on the engine. If, however, the switch-point is not thrown, the main track will remain clear and no signal will be received in the engine-cab when the contact devices on the engine engage the contact-rail. snitch-points on the other side of thestation at the leit hand side of the drawing, as shown in Fig. i, be open, the engineers cab-signal *ill be operated as soon as the contact device carried by the engine engages contactrail 3. The operation of this .latter feature of the invention is exactly like the operation of that part just described, the sound of the bell indicating that one or more of the switches are open. By noting which contact-rail is engaged by the engine contact device the engineer will know Whether the open switch is on the near or far side of the station.

It will thus be seen that I provide a very simple signaling system by which the engi- Should any of the neer will be advised by an. udible signal when a switch which his lo motive is approaching is 0' en, the signal-operating devices being so ocated that the engineer will have ample time to stop his train before reaching the open switch.

, Having thus described my invention, what I claim is- A signaling apparatus for switch systems comprising a main track, a series of switches connected thereto and ada ted to side-track trains moving in opposite irections a pair of contact-rails adjacent to said tra'ckand at each end of the switch system, said rails be: ing beyond the outermost switch, a switchpointcontact device located adjacent to each switch-point, one of the contact-rails at one end of switchsystem being connected to one of the contact-rails at the other end of the switch system, and to one set of switch-point devices, the other contact-rail being connected to the distant switch-poinocbntact devicesand to the other contact-rail at the other end of the switch system, an alarm mechanism carried by the locomotive, a contact device carried by the locomotive and adapted to. engage the contact-rails whereby an alarm will be given in the locomotive if an adjacent or distant switch is open.

In testimony whereof I hereunto ailix my. signature, in the presence of two witnesses, this 11th day of July, 1905.

' DAVID C. l/VOLFE- Witnesses T. F. HIoKs, R. H. GAINES. 

